WO2007017081A1 - Systeme de commande de la dynamique de mouvement d'un vehicule a moteur a double voie - Google Patents

Systeme de commande de la dynamique de mouvement d'un vehicule a moteur a double voie Download PDF

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Publication number
WO2007017081A1
WO2007017081A1 PCT/EP2006/007234 EP2006007234W WO2007017081A1 WO 2007017081 A1 WO2007017081 A1 WO 2007017081A1 EP 2006007234 W EP2006007234 W EP 2006007234W WO 2007017081 A1 WO2007017081 A1 WO 2007017081A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
dynamics
control system
driver
freedom
Prior art date
Application number
PCT/EP2006/007234
Other languages
German (de)
English (en)
Inventor
Dirk Odenthal
Hendrikus Smakman
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Publication of WO2007017081A1 publication Critical patent/WO2007017081A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/11—Pitch movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114—Yaw movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B60T2260/022—Rear-wheel steering; Four-wheel steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0012—Feedforward or open loop systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions

Definitions

  • the invention relates to a vehicle dynamics control system for a two-lane motor vehicle whose lateral dynamics and / or yaw dynamics .and / or longitudinal dynamics independently of or in addition to a specification of the driver by the control system is variable and / or of the vehicle body, the hub dynamics and / or the pitching dynamics and / or the rolling dynamics can be varied independently of or in addition to forces resulting from the driver's specifications by the control system, whereby between two and six variable degrees of freedom are present, and the behavior of the vehicle with respect to these degrees of freedom is determined by different actuators controlled by the control system ,
  • a variety of vehicle dynamics control systems are known, with which a targeted change in the driving dynamics of a two-lane motor vehicle, and in particular its transverse dynamics and yaw dynamics is possible. These control systems use different actuators or different intervention principles.
  • a stabilizing yaw moment can be applied to the steered front wheels by providing an additional steering angle or the overall steering angle. But this is also possible by providing a steering angle to possibly slightly steerable wheels of the rear axle. It is possible to apply a stabilizing yaw moment but also by targeted distribution of the drive torque or the so-called. Drag torque of the vehicle drive unit between the left and right Fzg.-side both on the front axle and on the rear axle of the vehicle by means of suitable Kupplungsanungsanache.
  • a stabilizing yaw moment can be generated, as well as by modulation of the roll stiffness distribution between the front and rear axles, also by redistribution of transmitted over the wheels longitudinal forces of the vehicle drive unit between the front and rear axles.
  • German Offenlegungsschrift DE 102 36 734 A1 also describes a method for guiding a multi-lane vehicle on a curved path, which controls two actuators in the form of a pilot control of two input variables, namely the steering angle predetermined by the driver and the current vehicle speed. namely, a steering actuator which places the steerable (front) wheels of the vehicle and any suitable actuator with which the longitudinal force distribution between the vehicle wheels of the two vehicle sides is made different.
  • the invention can (again based on the example of steering by the driver, ie on a steering angle specification and the affected transverse dynamics and yaw dynamics of the vehicle) via at least two independent actuators (or Steeingriffswit) at least in the linear range of dynamic vehicle behavior, the two Degrees of freedom of the lateral dynamics and the yaw dynamics of the motor vehicle via a coordinated pilot control are set independently.
  • the two Degrees of freedom of the lateral dynamics and the yaw dynamics of the motor vehicle via a coordinated pilot control are set independently.
  • all the wheels of the vehicle are steerable, for example, be set in extreme cases that the vehicle on a steering input of the driver out no yaw, but at a slip angle of 0 ° only a transverse movement (of course, in addition to the longitudinal movement) performs.
  • Deviating from the already cited several examples of a different adjustment of the lateral dynamics and the yaw dynamics of a motor vehicle is in a generalization, the operation of a corresponding vehicle dynamics control system in the presence of suitable actuators basically transferable to all possible degrees of freedom of a Fzg. -Fahrwerks.
  • the longitudinal dynamics of the vehicle as well as the stroke dynamics and / or the pitch dynamics and / or the roll dynamics of the vehicle body can be controlled accordingly.
  • any combination of the six possible degrees of freedom of a motor vehicle can be controlled accordingly, by specifying a corresponding number of desired transmission functions (for these degrees of freedom).
  • the model-based feedforward can basically build on any models; Preferably, however, a so-called linear single-track model (known to the person skilled in the art) is used which, incidentally, may also be suitably extended, for example with regard to longitudinal dynamic influences or with regard to the dynamic lateral force structure and / or rolling dynamics of the vehicle. Moreover, the dynamic driving behavior of the vehicle (in particular with regard to lateral dynamics and yaw dynamics) not only in the linear range, but also limited in the so-called.
  • the individual transmission functions preferably contain a proportion or factor describing the stationary behavior of the vehicle and a component or factor describing the (dynamic) instationary behavior of the vehicle
  • a vibration equation (or in other words by a vibration equation in the broad sense) be described, which contains or contain at least in analogy to a vibration equation, inter alia, the vibration bandwidth or the natural frequency, a damping factor and the zeros as characteristic quantities ,
  • actuators with which the behavior of the vehicle can be adjusted as desired, these may be all actuators or actuators, which will be described in connection with the explanation of the plurality of known vehicle dynamics control systems, the influence on the lateral dynamics and the yaw dynamics have already been mentioned.
  • actuators basically known to the person skilled in the art may be provided.
  • the actuators are preferably also selected such that these actuators are approximately equally distributed over the two axles of the vehicle for influencing two or more degrees of freedom.
  • the degrees of freedom to be influenced are the lateral dynamics and the yaw dynamics of the vehicle, then advantageously a first possibility of engagement on the front axle and of a second possibility of engagement on the rear axle, either via the steering and / or to start the drive and / or braking in any combination.
  • the degrees of freedom to be influenced are the lateral dynamics and the yaw dynamics of the vehicle.
  • the actuators of one axle influence one another. While in the linear region of the vehicle behavior, preferably, guiding and / or longitudinal wheel forces applying actuators are used, in the (previously mentioned above) transition region also requires an implementation via a longitudinal force distribution between the front axle and rear axle and / or an influence on the vertical dynamics of the vehicle and ultimately by interfering with the power output or torque output of Fzg. -Antriebsaggregats possible.
  • the hereby proposed different transfer functions for at least two degrees of freedom can be specified automatically in the control system as a function of boundary conditions, in particular as a function of the driving speed and / or the steering angle predetermined by the driver.
  • different transfer functions, which have an effect on at least two degrees of freedom can be predeterminable by the driver, wherein the possibility of specifying any desired values does not seem favorable, but the possibility should exist of selecting among discrete values to meet.
  • the transfer functions contain a component describing the stationary behavior of the vehicle and a component describing the (dynamic) instationary behavior of the vehicle, the latter being able to be described by an oscillation equation in the broadest sense, which may be described as quantities and the like contains the vibration bandwidth and the natural frequency, a damping factor and the zeros, you get already for these two degrees of freedom using two independent actuators (namely, for example, for a front-wheel steering and for a rear-wheel steering) 16 parameters.
  • Each for the front axle Actuator as well as for the rear axle actuator then fall namely for both the yaw rate and for the slip angle each 4 parameters, namely in each case the so-called.
  • Stationary part and the three mentioned Instationär- shares are examples of the transfer functions.
  • a target driving behavior of the vehicle by means of physically interpretable controller with respect to bandwidth, damping, stationary behavior and zeros of the transfer functions between a steering angle specification of the driver and the slip angle and / or yaw rate of the vehicle can be adjusted, especially in the context the interpretation of a specific vehicle dynamics control system of a particular vehicle or vehicle type.
  • an applicator may well be provided with 16 knobs or the like for the 16 parameters mentioned in the previous paragraph, under the said physical interpretation.
  • the conventional driving behavior in the linear range and transition range can first be identified.
  • the data for the linear single track dell be determined and from these the equivalent parameters or maps are calculated, which are required for the determination of the transfer functions.
  • a desired dynamics can be set relative to these variables, wherein once again the possibility exists of making an adjustment, for example, to travel speed and / or steering angle specification and / or steering angle velocity (or as a function of these and / or other variables).
  • the 16 parameters already mentioned above by way of example can then be interpreted as physical "rotary buttons" with which the desired behavior of the vehicle can be determined, preferably in relation (for example by% data) to the conventional vehicle (whose transmission functions are not In order to reduce the complexity, it may make sense to group together those parameters which describe the dynamic portion of the transfer functions, each in a "rotary knob", ie returning to the already mentioned oscillation equation analogy only one rotary knob at a time for the bandwidth or for the attenuation or for the zeros.
  • a proposed driving dynamics control system is quite combinable or compatible with existing methods for longitudinal dynamics compensation, ie a compensation of the longitudinal dynamics influences on the lateral dynamics and the yaw dynamics is at the same time possible when controlling at least two actuators. Furthermore, a combination with conventional driving stabilization regulations or yaw rate regulations is simply possible.
  • a proposed control system free design of the lateral dynamics and yaw dynamics of a vehicle in the linear range of driving behavior and limited in the transition region.
  • the desired driving behavior can be adjusted by means of physically interpretable "buttons", for example, for bandwidth, damping, stationary behavior and zeros with respect to transmission behavior between steering specification by the driver and slip angle, yaw rate and / or lateral acceleration of the vehicle
  • a vehicle equipped with a system according to the invention can thus be impressed with the driving behavior of a (any) other (also virtual) vehicle (at least in the presence of sufficient actuator dynamics) Function, a differentiation of the driving behavior by using different parameterizations are carried out, in the simplest case in the form of a so-called driving dynamics switch.
  • a free default of the lateral dynamics and the yaw dynamics causes a free specifiable lateral and yaw behavior in the linear region and in the transitional region of the tires, anticipatory stabilization by precontrol, the avoidance of driver-induced vibrations, easier controll

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Theoretical Computer Science (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un système de commande de la dynamique de mouvement d'un véhicule à moteur à double voie, la dynamique transversale et/ou la dynamique de lacet et/ou la dynamique longitudinale de ce véhicule pouvant être modifiées par ce système de commande indépendamment ou en plus d'une spécification du conducteur et/ou la dynamique de levage et/ou la dynamique de tangage et/ou la dynamique de roulis de la carrosserie de ce véhicule pouvant être modifiées par ledit système de commande indépendamment ou en plus de forces résultant de spécifications du conducteur. Le système de commande gère ainsi entre deux et six degrés de liberté modifiables et le comportement du véhicule vis-à-vis de ces degrés de liberté est déterminé par différents actionneurs commandés par le système de commande. Les fonctions de transfert d'une commande pilote basée sur un modèle peuvent être réglées indépendamment sur différentes valeurs pour au moins deux degrés de liberté en fonction d'une spécification du conducteur, ces valeurs étant ensuite converties au niveau du véhicule par un nombre correspondant d'actionneurs. De préférence, un comportement de roulage cible du véhicule peut être réglé au moyen d'organes de réglage pouvant être interprétés physiquement, en ce qui concerne la bande passante, l'amortissement, le comportement stationnaire et le calage à zéro de la fonction de transfert entre une spécification d'angle de braquage par le conducteur et un angle de glissement et/ou un taux de lacet et/ou une accélération transversale du véhicule.
PCT/EP2006/007234 2005-08-09 2006-07-22 Systeme de commande de la dynamique de mouvement d'un vehicule a moteur a double voie WO2007017081A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005037479.4A DE102005037479B4 (de) 2005-08-09 2005-08-09 Fahrdynamik-Steuerungssystem für ein zweispuriges Kraftfahrzeug
DE102005037479.4 2005-08-09

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Publication Number Publication Date
WO2007017081A1 true WO2007017081A1 (fr) 2007-02-15

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DE (1) DE102005037479B4 (fr)
WO (1) WO2007017081A1 (fr)

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WO2019185462A1 (fr) * 2018-03-29 2019-10-03 Thyssenkrupp Presta Ag Véhicule automobile comprenant une direction de roue arrière et un système de vectorisation de couple sur l'essieu de roues arrière

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US9174641B2 (en) 2011-03-09 2015-11-03 Continental Teves Ag & Co. Ohg Safety device for a motor vehicle and method for operating a motor vehicle
DE102012217672A1 (de) 2012-09-27 2014-06-26 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Einstellen der Gierdämpfung an einem zweispurigen zweiachsigen Kraftfahrzeug
WO2014094772A1 (fr) 2012-12-20 2014-06-26 Continental Teves Ag & Co. Ohg Procédé et dispositif de freinage et de commande de direction automatisés d'un véhicule
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WO2019185462A1 (fr) * 2018-03-29 2019-10-03 Thyssenkrupp Presta Ag Véhicule automobile comprenant une direction de roue arrière et un système de vectorisation de couple sur l'essieu de roues arrière
CN109435961A (zh) * 2018-11-13 2019-03-08 常熟理工学院 一种基于驾驶人特性的全线控电动汽车底盘协调控制方法

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DE102005037479A1 (de) 2007-02-15

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